JP2010132048A - Brake control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem wherein there is a risk that air is mixed into a pressure increase linear control valve when a brake fluid flows out at exchange of a brake calliper and a brake hose on a downstream side of an ABS retaining valve. <P>SOLUTION: In the brake control device 20, the linear control valve is provided in the downstream side of a reservoir tank 34 for storing an operation fluid and an opening is adjusted by energization control. An opening/closing valve is provided in the downstream side of the linear control valve and is opened/closed by energization control. The brake calliper 84 is provided in the downstream side of the opening/closing valve and gives braking force to a wheel by feeding of the operation fluid from the reservoir tank 34. The control means maintains the opening/closing valve in the closed state when the brake calliper 84 in the downstream side of the opening/closing valve is removed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a brake control device that controls braking force applied to wheels provided in a vehicle.

Patent Document 1 describes a brake control device using so-called brake-by-wire. In this apparatus, the control unit individually controls the supply of the hydraulic fluid to the wheel cylinder by controlling an ABS (Antilock Brake System) holding valve.
JP 2008-162562 A

  The brake control device described above includes a reservoir tank, a pressure-increasing linear control valve provided on the downstream side of the reservoir tank, an ABS holding valve provided on the downstream side of the pressure-increasing linear control valve, and a downstream side of the ABS holding valve. And a wheel cylinder included in each brake caliper. If the brake fluid flows out when the brake caliper or brake hose on the downstream side of the ABS holding valve is replaced, air may be mixed according to the brake fluid that has flowed out, and the air may be mixed into the pressure-increasing linear control valve. If air is mixed into the pressure-increasing linear control valve, abnormal noise may occur when the pressure-increasing linear control valve is activated.

  Accordingly, an object of the present invention is to provide a brake control technique that can suppress the outflow of brake fluid when the brake caliper or the brake hose is replaced.

  In order to solve the above-described problems, a brake control device according to an aspect of the present invention includes a linear control valve provided on the downstream side of a reservoir tank that stores hydraulic fluid, the opening degree of which is adjusted by energization control, and the linear control valve An on-off valve that is provided on the downstream side of the open / close valve and that is opened / closed by energization control, a brake member that is provided on the downstream side of the open / close valve and that is supplied with hydraulic fluid from a reservoir tank, and a brake member on the downstream side of the on-off valve And a control means for maintaining the on-off valve in a closed state. According to this aspect, when removing the brake member on the downstream side of the on-off valve, it is possible to avoid air from being mixed into the linear control valve on the upstream side of the on-off valve.

  The control means may further comprise signal detection means for detecting a control signal indicating that the brake member on the downstream side of the on-off valve is to be removed. The control means may close the on-off valve in response to detection of the control signal by the signal detection means. Thereby, the on-off valve can be brought into a closed state triggered by detection of a control signal indicating that the brake member on the downstream side of the on-off valve is to be removed.

  A brake caliper that is included in the brake member on the downstream side of the on-off valve and applies braking force to the wheel by supplying hydraulic fluid from the reservoir tank may be provided. The control means may keep the on-off valve closed when removing the brake caliper. Thereby, when removing a brake caliper, mixing of the air upstream from an on-off valve can be avoided.

  A plurality of brake calipers are provided, the on-off valves are individually provided on the upstream side of the plurality of brake calipers, and the control means includes a brake member on the downstream side of any one of the on-off valves provided individually. When removing, all of the on-off valves may be kept closed. Thereby, even when removing any brake member, mixing of the air upstream from the on-off valve can be avoided.

  A brake hose may be provided that is included in the brake member on the downstream side of the on-off valve and is provided as a path for supplying hydraulic fluid from the on-off valve to the brake caliper on the downstream side of the on-off valve. The control means may keep the on-off valve closed when removing the brake hose. Thereby, when removing a brake hose, mixing of the air upstream from an on-off valve can be avoided.

  Another aspect of the present invention is also a brake control device. This device is provided on the upstream side of the brake caliper on the downstream side of the brake caliper that applies braking force to the wheels by supplying hydraulic fluid from the upstream reservoir tank that stores the hydraulic fluid, and is opened and closed by energization control. And an opening / closing valve and a control means for maintaining the opening / closing valve in a closed state when the hydraulic fluid supply path downstream of the opening / closing valve is opened to the atmosphere. According to this aspect, when the brake member on the downstream side of the on-off valve is removed, it is possible to avoid the mixing of air upstream from the on-off valve.

  According to the present invention, the outflow of the brake fluid can be suppressed when the brake caliper or the brake hose is replaced.

  FIG. 1 is a system diagram showing a brake control device 20 according to an embodiment of the present invention. A brake control device 20 shown in the figure constitutes an electronically controlled brake system (ECB) for a vehicle, and controls braking force applied to four wheels provided on the vehicle. The brake control device 20 according to the present embodiment is mounted on, for example, a hybrid vehicle that includes an electric motor and an internal combustion engine as a travel drive source. In such a hybrid vehicle, each of regenerative braking that brakes the vehicle by regenerating kinetic energy of the vehicle into electric energy and hydraulic braking by the brake control device 20 can be used for braking the vehicle. The vehicle in the present embodiment can execute brake regenerative cooperative control that generates a desired braking force by using both the regenerative braking and the hydraulic braking together.

  As shown in FIG. 1, the brake control device 20 includes disc brake units 21FR, 21FL, 21RR and 21RL provided for each wheel, a master cylinder unit 27, a power hydraulic pressure source 30, a hydraulic pressure, The actuator 40 and the path | route of the hydraulic fluid which connects them are included. Brake hoses 80FR, 80FL, 80RR, and 80RL (hereinafter collectively referred to as “brake hose 80”) are used as hydraulic fluid paths as disc brake units 21FR, 21FL, 21RR, and 21RL on the wheel side, and the vehicle body. The hydraulic actuator 40 on the side is connected. The brake hose 80 and the brake caliper function as a brake member on the wheel side.

  Disc brake units 21FR, 21FL, 21RR, and 21RL apply braking force to the right front wheel, the left front wheel, the right rear wheel, and the left rear wheel of the vehicle, respectively. The master cylinder unit 27 as a manual hydraulic pressure source in this embodiment is configured to apply the brake fluid pressurized according to the amount of operation by the driver of the brake pedal 24 as a brake operation member to the disc brake units 21FR to 21RL (hereinafter, generically). In this case, it is sent to “disc brake unit 21”). The power hydraulic pressure source 30 can send the brake fluid as hydraulic fluid pressurized by the power supply to the disc brake unit 21 independently of the operation of the brake pedal 24 by the driver. The hydraulic actuator 40 appropriately adjusts the hydraulic pressure of the brake fluid supplied from the power hydraulic pressure source 30 or the master cylinder unit 27 and sends it to the disc brake unit 21. Thereby, the braking force with respect to each wheel by hydraulic braking is adjusted.

  Each of the disc brake unit 21, the master cylinder unit 27, the power hydraulic pressure source 30, and the hydraulic actuator 40 will be described in more detail below. Each of the disc brake units 21FR to 21RL includes a brake disc 22 and a wheel cylinder 23FR to 23RL (hereinafter collectively referred to as “wheel cylinder 23”) built in the brake caliper.

  In the disc brake unit 21, when brake fluid is supplied from the hydraulic actuator 40 to the wheel cylinder 23, a brake pad as a friction member is pressed against the brake disc 22 that rotates with the wheel. Thereby, a braking force is applied to each wheel. Although the disc brake unit 21 is used in the embodiment, other braking force applying mechanisms including a wheel cylinder 23 such as a drum brake may be used.

  In this embodiment, the master cylinder unit 27 is a master cylinder with a hydraulic booster, and includes a hydraulic booster 31, a master cylinder 32, a regulator 33, and a reservoir tank. The hydraulic booster 31 is connected to the brake pedal 24, amplifies the pedal effort applied to the brake pedal 24, and transmits it to the master cylinder 32. When the brake fluid is supplied from the power hydraulic pressure source 30 to the hydraulic pressure booster 31 via the regulator 33, the pedal effort is amplified. The master cylinder 32 generates a master cylinder pressure having a predetermined boost ratio with respect to the pedal effort. The stroke sensor 25 provided on the brake pedal 24 is connected to the brake ECU 70.

  A reservoir tank 34 for storing brake fluid is disposed above the master cylinder 32 and the regulator 33. The reservoir tank 34 has a vent hole at the top, and the brake fluid stored in the reservoir tank 34 is released to atmospheric pressure. The master cylinder 32 communicates with the reservoir tank 34 when the depression of the brake pedal 24 is released. On the other hand, the regulator 33 is in communication with both the reservoir tank 34 and the accumulator 35 of the power hydraulic pressure source 30, and the reservoir tank 34 is used as a low pressure source and the accumulator 35 is used as a high pressure source, which is substantially equal to the master cylinder pressure. Generate hydraulic pressure. Hereinafter, the hydraulic pressure in the regulator 33 is appropriately referred to as “regulator pressure”.

  The power hydraulic pressure source 30 includes an accumulator 35 and a pump 36. The accumulator 35 converts the pressure energy of the brake fluid boosted by the pump 36 into the pressure energy of an enclosed gas such as nitrogen, for example, about 14 to 22 MPa, and stores it. The pump 36 has a motor 36 a as a drive source, and its suction port is connected to the reservoir tank 34, while its discharge port is connected to the accumulator 35. The accumulator 35 is also connected to a relief valve 35 a provided in the master cylinder unit 27. When the pressure of the brake fluid in the accumulator 35 increases abnormally to about 25 MPa, for example, the relief valve 35a is opened, and the high-pressure brake fluid is returned to the reservoir tank 34.

  As described above, the brake control device 20 includes the master cylinder 32, the regulator 33, and the accumulator 35 as a supply source of brake fluid to the wheel cylinder 23. A master pipe 37 is connected to the master cylinder 32, a regulator pipe 38 is connected to the regulator 33, and an accumulator pipe 39 is connected to the accumulator 35. These master pipe 37, regulator pipe 38 and accumulator pipe 39 are each connected to a hydraulic actuator 40.

  The hydraulic actuator 40 includes an actuator block in which a plurality of flow paths are formed, and a plurality of electromagnetic control valves. The flow paths formed in the actuator block include individual flow paths 41, 42, 43 and 44 and a main flow path 45. The individual flow paths 41 to 44 are respectively branched from the main flow path 45 and connected to the wheel cylinders 23FR, 23FL, 23RR, 23RL of the corresponding disc brake units 21FR, 21FL, 21RR, 21RL. Thereby, each wheel cylinder 23 can communicate with the main flow path 45.

  In addition, ABS holding valves 51, 52, 53 and 54 are provided in the middle of the individual flow paths 41, 42, 43 and 44. Each of the ABS holding valves 51 to 54 has a solenoid and a spring that are ON / OFF controlled, and both are normally open electromagnetic control valves that are opened when the solenoid is in a non-energized state. Each of the ABS holding valves 51 to 54 functions as an on / off valve, and the opening / closing is controlled by energization control. Each of the ABS holding valves 51 to 54 in the opened state can distribute the brake fluid in both directions. That is, the brake fluid can flow from the main flow path 45 to the wheel cylinder 23, and conversely, the brake fluid can also flow from the wheel cylinder 23 to the main flow path 45. When the solenoid is energized and the ABS holding valves 51 to 54 are closed, the flow of brake fluid in the individual flow paths 41 to 44 is blocked. The ABS holding valves 51 to 54 are individually provided for a plurality of brake calipers. The brake members on the downstream side of the ABS holding valves 51 to 54 include wheel-side brake hoses 80 and brake calipers, and brake tubes that connect the ABS holding valves 51 to 54 and the brake hoses 80, respectively.

  Further, the wheel cylinder 23 is connected to the reservoir channel 55 via pressure reducing channels 46, 47, 48 and 49 connected to the individual channels 41 to 44, respectively. ABS decompression valves 56, 57, 58 and 59 are provided in the middle of the decompression channels 46, 47, 48 and 49. Each of the ABS pressure reducing valves 56 to 59 has a solenoid and a spring that are ON / OFF controlled, and is a normally closed electromagnetic control valve that is closed when the solenoid is in a non-energized state. When the ABS pressure reducing valves 56 to 59 are closed, the flow of brake fluid in the pressure reducing flow paths 46 to 49 is blocked. When the solenoid is energized and the ABS pressure reducing valves 56 to 59 are opened, the brake fluid is allowed to flow through the pressure reducing flow paths 46 to 49, and the brake fluid flows from the wheel cylinder 23 to the pressure reducing flow paths 46 to 49 and It returns to the reservoir tank 34 through the reservoir channel 55. The reservoir channel 55 is connected to the reservoir tank 34 of the master cylinder unit 27 via a reservoir pipe 77.

  The main channel 45 has a separation valve 60 in the middle. By this separation valve 60, the main channel 45 is divided into a first channel 45 a connected to the individual channels 41 and 42 and a second channel 45 b connected to the individual channels 43 and 44. The first flow path 45a is connected to the front wheel wheel cylinders 23FR and 23FL via the individual flow paths 41 and 42, and the second flow path 45b is connected to the rear wheel wheel cylinder via the individual flow paths 43 and 44. Connected to 23RR and 23RL.

  The separation valve 60 has a solenoid and a spring that are ON / OFF controlled, and is a normally closed electromagnetic control valve that is closed when the solenoid is in a non-energized state. When the separation valve 60 is in the closed state, the flow of brake fluid in the main flow path 45 is blocked. When the solenoid is energized and the separation valve 60 is opened, the brake fluid can be circulated bidirectionally between the first flow path 45a and the second flow path 45b.

  In the hydraulic actuator 40, a master channel 61 and a regulator channel 62 communicating with the main channel 45 are formed. More specifically, the master channel 61 is connected to the first channel 45 a of the main channel 45, and the regulator channel 62 is connected to the second channel 45 b of the main channel 45. The master channel 61 is connected to a master pipe 37 that communicates with the master cylinder 32. The regulator channel 62 is connected to a regulator pipe 38 that communicates with the regulator 33.

  The master channel 61 has a master cut valve 64 in the middle. The master cut valve 64 is provided on the brake fluid supply path from the master cylinder 32 to each wheel cylinder 23. The master cut valve 64 has a solenoid and a spring that are ON / OFF-controlled, and the valve closing state is guaranteed by the electromagnetic force generated by the solenoid when supplied with a prescribed control current, so that the solenoid is in a non-energized state. It is a normally open electromagnetic control valve that is opened in some cases. The master cut valve 64 in the opened state can cause the brake fluid to flow in both directions between the master cylinder 32 and the first flow path 45 a of the main flow path 45. When a prescribed control current is applied to the solenoid and the master cut valve 64 is closed, the flow of brake fluid in the master flow path 61 is interrupted.

  A stroke simulator 69 is connected to the master channel 61 via a simulator cut valve 68 on the upstream side of the master cut valve 64. That is, the simulator cut valve 68 is provided in a flow path connecting the master cylinder 32 and the stroke simulator 69. The simulator cut valve 68 has a solenoid and a spring that are ON / OFF controlled, and the valve opening state is guaranteed by the electromagnetic force generated by the solenoid upon receipt of a specified control current, and the solenoid is in a non-energized state. It is a normally closed electromagnetic control valve that is closed in some cases. When the simulator cut valve 68 is closed, the flow of brake fluid between the master flow path 61 and the stroke simulator 69 is blocked. When the solenoid is energized and the simulator cut valve 68 is opened, the brake fluid can be circulated bidirectionally between the master cylinder 32 and the stroke simulator 69.

  The stroke simulator 69 includes a plurality of pistons and springs, and creates a reaction force corresponding to the depression force of the brake pedal 24 by the driver when the simulator cut valve 68 is opened.

  The regulator flow path 62 has a regulator cut valve 65 in the middle. The regulator cut valve 65 is provided on the brake fluid supply path from the regulator 33 to each wheel cylinder 23. The regulator cut valve 65 also has a solenoid and a spring that are ON / OFF controlled, and the valve closing state is guaranteed by the electromagnetic force generated by the solenoid upon receipt of a specified control current, and the solenoid is in a non-energized state. It is a normally open electromagnetic control valve that is opened in some cases. The regulator cut valve 65 that has been opened can cause the brake fluid to flow in both directions between the regulator 33 and the second flow path 45 b of the main flow path 45. When the solenoid is energized and the regulator cut valve 65 is closed, the flow of brake fluid in the regulator flow path 62 is blocked.

  In the hydraulic actuator 40, an accumulator channel 63 is also formed in addition to the master channel 61 and the regulator channel 62. One end of the accumulator channel 63 is connected to the second channel 45 b of the main channel 45, and the other end is connected to an accumulator pipe 39 that communicates with the accumulator 35.

  The accumulator flow path 63 has a pressure-increasing linear control valve 66 in the middle. Further, the accumulator channel 63 and the second channel 45 b of the main channel 45 are connected to the reservoir channel 55 via the pressure-reducing linear control valve 67. The pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 each have a linear solenoid and a spring, and both are normally closed electromagnetic control valves that are closed when the solenoid is in a non-energized state. In the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67, the opening degree of the valve is adjusted in proportion to the current supplied to each solenoid.

  The pressure-increasing linear control valve 66 is provided as a common pressure-increasing control valve for each of the wheel cylinders 23 provided corresponding to each wheel. Similarly, the pressure-reducing linear control valve 67 is provided as a pressure-reducing control valve common to the wheel cylinders 23. That is, the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 are provided as a pair of common control valves for controlling supply / discharge of the hydraulic fluid sent from the power hydraulic pressure source 30 to each wheel cylinder 23. Thus, if the pressure-increasing linear control valve 66 and the pressure-decreasing linear control valve 67 are made common to the wheel cylinders 23, it is preferable from the viewpoint of cost as compared to providing a linear control valve for each wheel cylinder 23.

  In the brake control device 20, the power hydraulic pressure source 30 and the hydraulic actuator 40 are controlled by a brake ECU 70 as a control unit in the present embodiment. The brake ECU 70 is configured as a microprocessor including a CPU, and includes a ROM that stores various programs, a RAM that temporarily stores data, an input / output port, a communication port, and the like in addition to the CPU. The brake ECU 70 can communicate with a host hybrid ECU (not shown) and the like, and based on control signals from the hybrid ECU and signals from various sensors, the pump 36 of the power hydraulic pressure source 30 and the hydraulic pressure The electromagnetic control valves 51 to 54, 56 to 59, 60, and 64 to 68 constituting the actuator 40 are controlled.

  Further, a regulator pressure sensor 71, an accumulator pressure sensor 72, and a control pressure sensor 73 are connected to the brake ECU 70. The regulator pressure sensor 71 detects the pressure of the brake fluid in the regulator flow path 62 on the upstream side of the regulator cut valve 65, that is, the regulator pressure, and gives a signal indicating the detected value to the brake ECU 70. The accumulator pressure sensor 72 detects the pressure of the brake fluid in the accumulator flow path 63, that is, the accumulator pressure on the upstream side of the pressure increasing linear control valve 66, and gives a signal indicating the detected value to the brake ECU 70. The control pressure sensor 73 detects the pressure of the brake fluid in the first flow path 45a of the main flow path 45, and gives a signal indicating the detected value to the brake ECU 70. The detection values of the pressure sensors 71 to 73 may be sequentially given to the brake ECU 70 at predetermined time intervals and stored and held in a predetermined storage area of the brake ECU 70 together with the detection time.

  In the present embodiment, a path through which the brake fluid is supplied from the reservoir tank 34 to the brake caliper via the pressure-increasing linear control valve 66 is a linear path. Further, a route through which the brake fluid is supplied from the reservoir tank 34 to the brake caliper via the master cut valve 64 is defined as a master route. A path through which the brake fluid is supplied from the reservoir tank 34 to the brake caliper via the regulator cut valve 65 is defined as a regulator path. A route that collectively refers to the master route and the regulator route is referred to as a manual route. In general, when all the electromagnetic control valves are in a non-energized state, the brake fluid path from the reservoir tank 34 to the brake caliper is communicated via a manual path. Specifically, if all the electromagnetic control valves are in a non-energized state, the master cut valve 64, the regulator cut valve 65, and the ABS holding valves 51 to 54 are open. The brake fluid supply route is in communication. At this time, the brake fluid of the wheel cylinder 23 is maintained at the atmospheric pressure similarly to the reservoir tank 34.

  By the way, in order to replace the wheel side brake member, the wheel side brake member may be removed. If the wheel side brake member is removed, the brake fluid may flow out. Specifically, when removing the wheel side brake member, generally, each electromagnetic control valve is not energized, and the brake fluid supply path of the wheel side brake member communicates from the reservoir tank 34. At this time, for example, if the brake hose 80RL is removed, the individual flow path 44 is opened to the atmosphere. If the individual flow path 44 is opened to the atmosphere in communication with the reservoir tank 34, the brake fluid flows out of the individual flow path 44 due to the weight of the brake fluid because the upstream reservoir tank 34 is opened to the atmosphere. Yes. Then, air may be mixed from the individual flow path 44 according to the brake fluid flowing out, and air may enter the pressure-increasing linear control valve 66. It is not easy to remove air mixed in the pressure-increasing linear control valve 66. If control for adjusting the opening of the valve is executed in a state where air enters the pressure-increasing linear control valve 66, the pressure-increasing linear control is performed. Abnormal noise and vibration can be generated from the valve 66.

  Therefore, in the present embodiment, when removing the brake member on the downstream side of the ABS holding valves 51 to 54, the ABS holding valves 51 to 54 are maintained in the closed state. The path is blocked by the ABS holding valves 51 to 54 so that the individual flow paths 41 to 44 that can be opened to the atmosphere do not communicate with the reservoir tank 34 that is opened to the atmosphere. This suppresses the outflow of the brake fluid from the individual flow paths 41 to 44 when the wheel side brake member is removed, and the air flow into the pressure-increasing linear control valve 66 upstream of the ABS holding valves 51 to 54. Avoid contamination more reliably.

  FIG. 2 shows a state in which the brake hose 80FR and the brake caliper 84FR are removed in the brake control device 20 according to the embodiment of the present invention. In the drawing, the configuration of the brake control device 20 shown in FIG. 1 is partially omitted. Note that the reservoir tank 34 is located on the most upstream side, and the pressure increasing linear control valve 66, the ABS holding valve 51, and the brake caliper 84 are located on the downstream side in order from the reservoir tank 34.

  A vent hole 82 is formed on the upper surface of the reservoir tank 34. The pressure of the brake fluid 86 in the reservoir tank 34 is maintained at atmospheric pressure by the vent hole 82. When the brake member is removed, the normally closed pressure increasing linear control valve 66 that is in a non-energized state is in a closed state. Further, the normally open master cut valve 64 and the regulator cut valve 65 in the non-energized state are in the open state. In addition, each electromagnetic control valve which is not described in this figure may be in a non-energized state.

  In the present embodiment, the ABS holding valves 51 to 54 are energized by the brake ECU 70 and are kept closed. The state in which the ABS holding valves 51 to 54 are maintained in the closed state is referred to as a brake member replacement mode. The brake ECU 70 may include a signal detection unit 88 that detects a control signal indicating that a brake member on the downstream side of each of the ABS holding valves 51 to 54 is to be removed. The brake ECU 70 may include a holding valve control unit 92 that maintains the ABS holding valves 51 to 54 in a closed state when the signal detection unit 88 detects a control signal from the external terminal 90.

  The external terminal 90 may issue a control signal indicating that the brake members on the downstream side of the ABS holding valves 51 to 54 are to be removed to the signal detection unit 88. The external terminal 90 is electrically connected to the brake ECU 70 by wire or wirelessly. The external terminal 90 may be a diagnostic machine used for vehicle inspection, for example. The external terminal 90 may include an instruction switch that triggers the start and end of the brake member replacement mode. A control procedure using the external terminal 90 will be described below.

  For example, when receiving an instruction to start replacement of the brake member from the user, the external terminal 90 issues a control signal indicating that the brake members on the downstream side of the ABS holding valves 51 to 54 are to be removed to the signal detection unit 88. The holding valve control unit 92 maintains the ABS holding valves 51 to 54 in a closed state triggered by detection of a control signal from the external terminal 90 by the signal detection unit 88. When the external terminal 90 receives an instruction from the user to end the replacement of the brake member, the external terminal 90 issues a control signal to the signal detection unit 88. The holding valve control unit 92 opens each of the ABS holding valves 51 to 54 in response to detection of a control signal from the external terminal 90 by the signal detection unit 88. Thereby, the brake ECU 70 can execute the brake member replacement mode based on the control signal issued from the external terminal 90. The brake control device 20 may include a replacement trigger detection switch that functions as a brake member replacement trigger detection unit. The signal detection unit 88 may detect the operation of the replacement trigger detection switch by the user, and the holding valve control unit 92 may start or end the brake member replacement mode according to the operation of the replacement trigger detection switch. Thereby, the brake member replacement mode can be started by a simple operation of operating the switch, and convenience can be improved.

  Since the brake control device 20 is in a state in which the brake hose 80FR and the brake caliper 84FR are removed, the brake fluid in the individual flow path 41 is in an open state. In the present embodiment, since the ABS holding valve 51 is closed, the communication between the reservoir tank 34 and the individual flow path 41 that are open to the atmosphere is blocked. Thereby, when removing brake hose 80FR and brake caliper 84FR, it can control that brake fluid in the atmosphere release state flows out. Moreover, since all the ABS holding valves 51 to 54 are maintained in the closed state, even if any brake hose 80 and the brake caliper 84 are removed, the outflow of the brake fluid is suppressed, which is convenient for the user. . Further, no air is mixed in the upstream side of the ABS holding valve 51, and the mixing of air into the pressure-increasing linear control valve 66 can be avoided. Thereby, when the pressure-increasing linear control valve 66 is operated, it is possible to avoid the generation of noise or vibration due to air mixing from the pressure-increasing linear control valve 66. The air mixed in the individual flow path 41 downstream from the ABS holding valve 51 can be removed by venting the brake caliper 84FR after the brake caliper 84FR is attached. Even if air is mixed into the ABS holding valve 51, the ABS holding valve 51 that performs only the two-position opening / closing operation hardly generates noise or vibration during operation.

  The brake ECU 70 may keep the ABS holding valves 51 to 54 in a closed state after the brake caliper 84FR is attached until air bleeding from the brake caliper 84FR is completed. FIG. 2 shows a state in which the brake hose 80FR and the brake caliper 84FR are removed, but the present invention can be used when the brake hose 80 or the brake caliper 84 is individually removed, that is, downstream of each ABS holding valve 51-54. The present invention is also applicable when the supply path of the brake fluid 86 on the side is opened to the atmosphere.

  The present invention is not limited to the above-described embodiments, and various modifications such as design changes can be added to the embodiments based on the knowledge of those skilled in the art. The described embodiments can also be included in the scope of the present invention.

  For example, the brake ECU 70 may maintain the regulator cut valve 65 and the master cut valve 64 in a closed state when removing the brake member downstream from the ABS holding valves 51 to 54. Thereby, communication of a manual path | route can be interrupted | blocked and the outflow of brake fluid can be suppressed.

  In addition, the present invention can be applied to a brake device having another configuration by maintaining the on-off valve provided immediately adjacent to the upstream side of the brake caliper when the brake caliper and the brake hose are detached. is there. Thereby, when removing the brake member of the downstream of an on-off valve, mixing of the air upstream from an on-off valve can be avoided. The open / close valve provided immediately upstream of the brake caliper is an open / close valve directly connected to the brake caliper via the brake fluid supply path without any other electromagnetic control valve between the brake caliper and the open / close valve. Say.

It is a distribution diagram showing a brake control device concerning an embodiment of the present invention. It is a figure which shows the state which removed the brake hose and the brake caliper in the brake control apparatus which concerns on embodiment of this invention.

Explanation of symbols

  20 brake control device, 21 disc brake unit, 22 brake disc, 23 wheel cylinder, 24 brake pedal, 27 master cylinder unit, 30 power hydraulic pressure source, 31 hydraulic booster, 32 master cylinder, 33 regulator, 34 reservoir tank, 35 Accumulator, 35a relief valve, 36 pump, 36a motor, 40 hydraulic actuator, 41 individual flow path, 51 ABS holding valve, 56 ABS pressure reducing valve, 60 separation valve, 64 master cut valve, 65 regulator cut valve, 66 pressure increasing linear Control valve, 67 Pressure reducing linear control valve, 68 Simulator cut valve, 69 Stroke simulator, 70 Brake ECU, 71 Regulator pressure sensor, 72 Accu Regulator pressure sensor 73 the control pressure sensor, 80 brake hose, 82 vents, 84 brake caliper 86 the brake fluid.

Claims (6)

A linear control valve that is provided downstream of a reservoir tank that stores hydraulic fluid, and whose opening is adjusted by energization control;
An on-off valve provided on the downstream side of the linear control valve and opened and closed by energization control;
A brake member provided downstream of the on-off valve and supplied with hydraulic fluid from the reservoir tank;
And a control means for maintaining the on-off valve in a closed state when the brake member on the downstream side of the on-off valve is removed. The control means further comprises signal detection means for detecting a control signal indicating that a brake member on the downstream side of the on-off valve is to be removed,
2. The brake control device according to claim 1, wherein the control unit closes the on-off valve in response to detection of the control signal by the signal detection unit. A brake caliper that is included in a brake member on the downstream side of the on-off valve, and applies a braking force to the wheel by supplying hydraulic fluid from the reservoir tank;
The brake control device according to claim 1 or 2, wherein the control means maintains the open / close valve in a closed state when the brake caliper is removed. A plurality of the brake calipers are provided,
The on-off valves are individually provided on the upstream side of the plurality of brake calipers,
The said control means maintains all the said on-off valves in the closed state, when removing the brake member downstream of the said on-off valves among the said on-off valves provided separately. 4. The brake control device according to 3. A brake hose included in a brake member downstream of the on-off valve and provided as a path for supplying hydraulic fluid from the on-off valve to a brake caliper on the downstream side of the on-off valve;
The brake control device according to any one of claims 1 to 4, wherein the control means maintains the open / close valve in a closed state when the brake hose is removed. A brake caliper on the downstream side that applies braking force to the wheels by supplying hydraulic fluid from an upstream reservoir tank that stores the hydraulic fluid;
An on-off valve provided on the upstream side of the brake caliper and opened and closed by energization control;
A brake control device comprising: control means for maintaining the on-off valve in a closed state when the hydraulic fluid supply path downstream of the on-off valve is opened to the atmosphere.

Images